Planooraph co



F. L. PITMAN.

ROADWAY.

APPLICATION FILED IAN.

Patented Sept. 16, 1919.

3 SHEETS-SHEET l.

F. L. PITMAN.

RADWAY.

APPLICATION FILED JAN.3.1916.

l 1,316,182. 1 Pandsept. 16,1919.

3 SHEETS-SHEET 3.

Fig. 7

WITNESS/58: IN VEN T05' A TTOHNEV THB COLUMBIA PLANOURAPH C0., WASHINGTON, D. c,

`FREDERICK L. PITMAN, on sItoKaNE, vv.asrirlva'iort` ROADWAY. e l

l Specification of Letters `l'iiatenit.` i `lagelliied Sept. 16, 1919.

Appuatiou sied January 3, isis. serial No. 69,774.

` To all whom it may concern.' l

2oY i struction, both as to rails, plurality of tracks automobile trucks and other Be it known that I, FREDERICK L. IrTMAN, a citizen of the United States of America, residing at Spokane, in the county of Spokane and State of Washington, have invented ceri tain new and useful Improvements in Road-` ays, of tion. .1 i

This invention pertains to rail roadways of a type especially adapted for automobiles, power driven vehicles and their trailers. e rlhe object of the invention is roadway especially adapted for automobiles, automobile trucks and other" power driven vehicles and their trailers soas to take care of and provide for the increasing tendency to haul and to carry passengers and freight by means of the vehicles mentioned, and the same requires details of conand special road provisions, which have been worked out in detail and illustrated 1n the accompanying drawings and which will be hereinafter particularly described and set forth in the appended claims. i Y

In the accompanying drawings i e y Figure 1, 1s a transverse sectional view of one-half of a roadway constructed.after` the" plan of my improved roadway showing two rails and a drainage ditch for draining both the roadbed and surface. i the roadway may be either supplied y with a set of rails or finished with a gravel orother surface suitable for team and wagon travel,

Fig. 2, is a perspective view of such road-` way showing both gravel and tile i cross-` drains in section,

Fig. 3, is a detail transverse sectional viewof one of the rails of the roadway,

Fig. 4., is a detail perspective view of one of the rails of the roadway, Fig. 5 is a plan View of the roadway with the rails and surface of thefroadway broken-l away to show detailed arrangement of crossdrains, i i

Fig. 6, is a transverse sectionalview of a four trackroadway showing cross-drain `of gravel upon one side and atile crossfdrain upon the other side, and i. r i

Fig. 7, is a plan view of such roadway. Although a part ofthe drawings show that the rails are made up of sections or` lengths I do not wish to be restricted to this meds ,of soustraction, Upon the contrary which the following is a specificati;r

to provide a The other half of adjoining one side ofageneral trafc high-` wayand the track or tracks thus provided used by motor vehicles while the remainder ofthe road will `be available for teams and wagons. "Inasmuch as gravel or macadam, the best, cheapest and most permanent surface for team travel, -and concrete, the best, cheapest i and most permanent surface for motor travel, may in this way be made availf able, respectively, for, each, the effect in operation wlll be to separate the travel into motor ,and `non-motor classes,*a result great:ly:1desiredl "Furthermore, an inspec-` tion of the `drawings will show that the rails interposean obstruction to the travel of horses, while motor propelled vehicles having softY tires enter, travel upon and leave the tracks with ease. From choice, there fiore, `motor traffic will occupy the tracks and team traffic the adjoining surface. Thus will a dual roadway of this kind automatically separate motor from team and wagon travel and at the same time provide the surfacebest suited for the use of each of the two classes of traffic. i

Inia detail description of the Mparts in which `like numerals refer to like parts throughout the several views I will rst call attention to Figs. Band a wherein a preferred form of rail construction is shown and'which will now be` described.

The rail has a substantially horizonta centrally disposed treadlO with curved approaches` 5 leading thereto from the flanges 11"` at each side; Downwardly and outwardlyextending` surfaces 3 reach from the lianges 11 [and connect with the surfacest 0f an outwardly extending web 12 (on both sides `ofthe rail). The surfaces a extend downwardly and outwardly and connect with vertical blunt surfaces 15 which constitute the eXtreme outward portions ofthe rail.` *The surfaces 15c0nnect with inwardly and y =downwardly extending surfaces 14C which irl Wm connect with horizontal S111- faces 'constituting' vthe extreme bottom portion of the rail. Centrally disposed and longitudinally arranged' betweenkthe surfaces 13 is a groove 7. Reinforcing bars or rods 9 extend longitudinally throughfthe body of the rail which is preferably of a cementi for concreteconsistency. This reinnative method'side-ditches 2EL for the drain- 2O age of surfacelwaters may be provided, with berm 2h for the protection of the base of the roadway, and forthe drainage of the roadbedv buried longitudinally arranged tile 6d provided withA tile cross-drainsfL which 25 connect with longitudinally arranged arms of tile' v6bv and 6c of suitable length and closed ends (Figr) lying parallel with and underneath the road rails 21 with a porous fil-ling in the roadbed between the tile arms 6" and (Scand the rails 21 such as gravelje. The province of thefblind cross-drains and the alternative tile cross-drains with their tile A"arr'nsjis to catch or trap the drainage water carried by the grooves 7 and lead it aw/ayfrom the roadbed 1a and into the side ditches 2 or 'drainage tile 6d. n

I' willnow take up the application of the different surfaces of the road rails 21.

v While'fI'may appear 'to .place emphasis upon details of construction asjt'otherails that seemfrivol'ous yet this is not so in view of the fact that in this class of roadways the rails must serve as both rails and ties, prof. vide for 4drainage and act as a guidefor the wheels of the automobiles, trucks, trailers or other'4 vehicles traveling upon the roadway. The tread 10, of course, is for/'carrying the wheels ofthe said `vehicles and the curved sides .5 provide a mild guide to keep the wheels upon thetread 10`without the .necessity lofany guiding by the driver., In fact, so far as guiding or steering is concerned the driver mayl be dispensed with. vSteering is -neces'sary only on leaving .a track. The

space 8 beitween'the web 12 andthe surface 1y of the roadway is filled with roadbedvand surfacing material, the web V12 serving as a support therefor. The webV 12 also when the rails'are embedded inthe roadway as shown in Figs. 1 and 2vassists in thesubstantial .balancing 'and support of the y'rails and providesa stronganchorage for them in the roadbfed', while the Asur'f aces3,.i and 14 direct ,v a drainage :fromfthe sides and bottom. of the rails: 21"toward the 'centrally disposed drainage groove 7 which connects with the gravel drains 6 or tile drains G" and 6c as the case may be.

Vhen the rails 21 are embedded and joined in the roadbed they are each independently supported and held in line by the roadbed materials under and upon each side of them. By increasing or decreasingthese materials each rail may be separately realined or resurf'aced in case, when the roadbed is new, any settlement should occur. But realinement or resurfacing` is unnecessary after settlement, as such rails properly embedded in a settled roadbed have under traiiie remained immovable for long periods of time and at all seasons of the year. It is therefore proven that the tracks of the roadway under settled conditions will retain their surface and line indefinitely.

I will neXt consider the rail joint.

This is not an ordinary diagonal joint. This joint is not only formed in such a manner that wheels pass over the same on an angle but is so constructed in combination with the outer rail surfaces that when the rails 21 are embedded in the roadbed their ends are held in perfect alinement without other aid. The rails are also symmetrical and interchangeable, and either end of any rail may pe joined with either end of any other rail.

It will be observed (Fig. et) that the ends of the tread 10 and curved portions 5 of the rails 21 are on an angle while the end of the side portion 12-16 is an extended square joint and the end of the side portion 12-17 is a recessed square joint. This distinctive construction combined with the pressure and weight of the roadbed materials occupying the space 8 provides that the rails 21 when embeded in the roadbed will be held in perfect alinement. A joint is shown in Fig. 2 wherein numerals 16-17, andlG-lrindicate the joined surfaces of the square portions of the ends of the rails vand 18 indicates the joined angular endv surfaces crossing the tread 10 and curved portions 5. It might be mentioned that trucks and trailers carrying heavy loads are provided with wheels having wide tires. The effect of vsuch a wheel passing over a diagonal joint is that ther load is supported by both of the adjoining rails at the time of passing from one'rail to the other.

` As regards cross-drains either of gravel 6 or of tile (itL it is-understood that, the same are to bey installed at intervals as required by the character of the soil or other materials encountered and by the undulations or depressions of the grade line.

I Tnasmuch as this character of roadway is calculated for a special trailic carried on by automobiles, automobiletrucks, trailers and other power propelled vehicles, some of slow speed and some of fast speed,` and for transportation of all kinds and classes,` I have shown in Figs. 6 and 7 four sets of road rails, two sets adapted for travel in oneA direction and two sets adapted for travel in the opposite direction; for instance, of the two sets of rails to theleftthe track S1 may be assigned to andreserved for slowtraffic and the track F1 assigned to and reserved for fast traffic in the direction ofthe arrow 19 and used for that purpose, and bf the two sets of rails to the right the track F2 may be assigned to and reserved forfast traffic and the track S2 assigned to andreserved for slow traffic in the direction ofA the arrow 20 and usedfor that purpose.` By

the addition of other tracks the traffic may be further separated and classified asto its occupancyof tracks to any desired extent.` Also the tracks may beso located andspaced with respect to cach other as `willserve any; specific purpose of traffic. All this 1s made possible and practicable by the automatic control of vehicles in retaining them upon and directing them along the specially constructed tracks of the roadway in groups and classes conforming with prescribed rules of traffic. A vehicle will not travel along the roadway without occupying a track,\and` naturally and for convenience that track is selected corresponding `with the direction, speed and class of the vehicle.` Accordingly, by the use of the rails `in combination with the roadbed as described a plural track vehicles, but also one which automatically roadway may be formed which not only furnishes a perfectly smooth surface upon which vehiclesfmay travel without the need of steering from side to side to avoid other separates and classifies the traveling vehicles withrespect to direction, speed and charac4 ter of loading (passenger or fre1ght). The

advantages in safety, increased speed, greater capacity of roadway, etc., `are obvious.

It is well understood, of course, that plural track railways are u common and that.-

separate tracks for the -opposing directions and different classes `of trafiie greatly 1ncrease the efficiency `of such railways, but

their operation is not in any degree autof matie. Trains traveling in different directions and of different classes are led upon the tracks assigned to each direction and class by means of switches and crossovers, while upon myimproved roadway the vehicles traveling thereon may be steered from one track to another at will and at any. point upon the roadway, yet, at the same time, each vehicle is forced in avoiding traffic to occupy that track upon which by its direc tion and class it properly belongs. Herein lie the automatic features of my roadway,

and it is confidently asserted that no road way or railroad has ever before been designed. or constructed embodying the fea- In theconstruction of the rails 21 will be understood that the upper edges will be slightly rounded to present a smooth and strong surface, when embedded in the road way, to the tires of wheels passing along or` across them. Rails made in this manner of wellproportioned concrete will notbe worn bythe rubber tires of power driven vehicles and will therefore be permanent, a permanent roadway being one of the important objects of my invention.

`I/Vhat is claimed is,

1. In a roadway for automobiles, automobile `trucks and other fpower driven vehicles and their trailers, track rails for embedmentin the roadbed having substanw tially ahorizontal tread along their upper faces, concave surfaces on each side thereof and connected therewith on a downward curve, and flanges,` one adjoining the outside of each of said surfaces, said tread, concave surfaces and fianges being integral with the lower and embedded portion of said rails. y ,y

2. In combinatiomtrack rails for automobiles, automobile trucks and other power driven vehicles and their trailers, said rails being intended for embedment in a general traffic highway, they having substantially a horizontaltread upon their upper faces,

and flanges to retainand direct the wheels upon and along the rails, one adjoining each side of and extending above the tread, said tread and flanges being integral `with the lower` and embedded portion of said rails, with a roadway for general traflic, a part of which is comprised of a surface adapted for team and wagontravel and the remainder of the roadwayadapted for the exclusive travel of motor vehicles `by the embedment therein of the said rails. i

Infa roadway "for automobiles, automobile trueks andf other vehicles and their trailers, track rails for embedmentin the roadbed having substantially a horizontal tread along their upper power driven and connected therewith on a downward curve, ianges, one adjoining the outside of each of said surfaces, webs near the'base of the rails extending outwardly beyond the fianges, one on each side thereof, substantial spaces between the top of the flanges and said webs for the filling in of roadbed material and a longitudinally arranged open groove centrally disposed in the bottom of therails.

5. In a roadway for automobiles, automobile trucks and other power driven vehicles and their trailers, track rails for embedment in the roadbed having substantially a horizontal tread along their upper faces, concave surfaces on each side thereof and kconnected therewith on a'- downward curve, flanges, one adjoining the outside of each of said surfaces, webs near the base of the rails extending outwardly beyond the flanges, one on each side thereof, substantial spaces between the top of the flanges and said webs for the filling in of roadbed material, there being an outward slope to the walls of the rails beyond the flanges and a downward, slope to the top surface of the webs from the walls of the rails outward,

and blunt outer edges to said webs.

6. In combination, track rails for automobiles, automobile trucks and other power driven vehicles and their trailers having a tread along their upper faces, substantially horizontal in cross-section, longitudinally arranged, concave surfaces on each side of said tread and 'connected therewith on a downward curve, flanges, one adjoining the outsideof each of said surfaces, webs near the base of the rails extending outwardly beyond the flanges, one on each side thereof, a longitudinally arranged open groove cen trally disposed in the bottom of the rails with a roadway in which the rails are substantially embedded, the'roadbed materials fillin the spaces above the rail webs to substantlally the top of the flanges.

7 .f In combination, track rails for automobiles, automobile ltrucks and other power driven vehicles and their trailers having a tread along their upper faces, substantially horizontal in cross-section, longitudinally arranged, concave surfaces on each side of said tread and connected therewith on a downward curve, flanges, one adjoining each of said surfaces on the outside thereof, webs near thebase of the rails extending outwardly beyond the ilnages, one on each side thereof, a longitudinally arranged open groove centrally disposed in the bottom of the rails with a roadbcd in which such rails are substantially embedded, the roadbed material filling the spaces above the rail webs to slightly below the top of the anges.

8. In a roadway for automobiles, automobile trucks and other power driven vehicles and their trailers, rails composed of a suitable non-metal substance, preferably concrete, having a tread longitudinally arranged in their upper surfaces and an elevated portion on each side thereof, such rails being in appropriate lengths and hav ing diagonal ends across the tread portion thereof, the other and outer portions of the rail ends being at right angles with the sides of the rails, the portion on one side of said angular portion being symmetrically extended and the portion on thc other side thereof being symmetrically recessed to meet the said diagonal portion; the said elevated portion being supported throughout the length of the rail by an outer surface or wall adapted to hold the adjacent rails in line at the joints by means of the interlocking effect of the diagonal portion of the rail ends combined with the horizontal pressure against said surface or wall of the roadbed materials in which the rails are embedded.

In testimony whereof I aflix my signature in presence of two witnesses.

FREDERICK L. PITMAN.

Witnesses:

It. W. AYERS, J. H. GwrNN.

Copies of thispatent may be obtained for ive cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

